55th  Congbess,  ) HOUSE  OF  EEPEESENTATIVES.  (  Document 
3d  Session.     ]  \    No.  159. 


EAST  CHANNEL,  NEW  YOEK  HAEBOE. 


COLUMBIA  LIBRARIES  OFFSITE 


LETTER 


AR01500414  from 

THE  SECRETAEY  OF  WAR, 

TRANSMITTING 

A  LETTER  FROM  THE  CHIEF  OF  ENGINEERS,  WITH  COPIES  OF 
REPORTS  RELATIVE  TO  SURVEY  OF  THE  EAST  CHANNEL,  NEW 
YORK  HARBOR,  FROM  THE  NARROWS  TO  THE  SEA. 


January  18,  1899. — Referred  to  the  Committee  on  Rivers  and  Harbors  and  ordered 

to  be  printed. 


War  Department, 
Washington,  January  17,  1899. 
Sir  :  I  have  thehonor  to  transmit  herewith  a  letter  from  the  Chief 
of  Engineers,  United  States  Army,  dated  January  16,  1899,  together 
with  copies  of  reports  from  a  Board  of  Engineers  and  Lieut.  Col.  Wil- 
liam Ludlow,  Corps  of  Engineers,  dated  respectively  December  16  aud 
April  5,  1898,  of  a  survey  of  the  east  channel.  New  York  Harbor,  from 
The  Narrows  to  the  sea,  made  by  them  in  compliauce  with  the  provi- 
sions of  a  joint  resolution  of  Congress,  approved  January  12,  1899. 
Very  respectfully, 

E.  A.  Alger, 

Secretary  of  War. 
The  Speaker  of  the  House  of  Eepresentatives. 


Office  of  the  Chief  of  Engineers, 

United  States  Army, 
Washington,  D.  C,  January  16,  1899. 
Sir:  Joint  resolution  of  Congress,  approved  January  12,  1899  (Pub- 
lic resolution  No.  7),  directs  the  Secretary  of  War  "to  submit  a  report 
of  survey  aud  estimate  for  the  improvement  of  the  east  channel  in 
New  York  Harbor  from  The  Narrows  to  the  Sea,  and  for  the  enlarging 
of  the  same  to  the  depth  of  thirty-five  feet  and  a  width  of  one  thou- 
sand five  hundred  feet,  and  to  also  report  upon  the  desirability  of  such 
improvement." 

To  enable  the  Secretary  to  comply  with  the  provisions  of  this  reso- 
lution, I  have  the  honor  to  submit  the  accompanying  copy  of  report, 
dated  December  16, 1898,  by  a  Board  of  Engineers,  in  relation  to  the 
subject. 


2      f^m  EAST  CHANNEL,  NEW  YORK  HARBOR. 

It  is  the  opinion  of  the  Board  that  a  channel  at  least  35  feet  deep  at 
mean  low  water  and  2,000  feet  wide  should  be  provided,  and  that,  for 
reasons  stated  in  the  report,  the  east  channel  should  be  the  one  to  be 
dredged.  It  is  estimated  that  a  channel  of  such  dimensions  would 
cost  $4,510,000,  but,  in  view  of  the  anticipated  construction  of  vessels 
of  deeper  draft,  resulting  in  diminished  cost  of  transportation,  the 
Board  is  of  the  opinion  that  the  proposed  channel  should  ultimately  be  * 
deepened  to  40  feet,  and  submits  an  estimate  therefor  amounting  to 
$6,088,000. 

The  resolution  calls  for  an  estimate  for  a  channel  35  feet  deep  and 
1,500  feet  wide,  while  the  report  and  estimate  of  the  Board  are  for  a 
channel  2,000  feet  wide.  Detailed  information  regarding  the  narrower 
channel  is  not  at  hand,  but  it  can  be  considered  as  approximating  three- 
fourths  of  the  cost  of  the  2,000-foot  chaunel. 

The  views  of  the  Board  are  concurred  in  by  me. 

There  is  also  submitted  herewith  a  copy  of  a  report,  dated  April  5, 
1898,  with  map,  by  Lieut.  Col.  William  Ludlow,  Corps  of  Engineers, 
(now  major-general,  U.  S.  Volunteers),  upon  survey  for  obtaining  a  main 
ship  channel  from  the  Narrows  to  the  sea,  with  a  depth  of  35  feet  at 
mean  low  water. 

It  may  be  said  in  explanation  that  the  board,  whose  report  is  sub- 
mitted herewith,  was  constituted,  by  authority  of  the  Secretary,  for  the 
purpose  of  considering  and  reporting  upon  the  ab.ove-mentioned  com- 
munication of  General  Ludlow,  and  that  the  communication  of  Decem- 
ber 16,  1898,  herewith,  is  the  Board's  report  thereon. 
Very  respectfully,  your  obedient  servant, 

John  M.  Wilson, 
Brig.  Gen.,  Chief  of  Engineers, 

TJ.  S.  Army. 

Hon.  B.  A.  Alger, 

Secretary  of  War. 


survey  of  the  east  channel,  new  york  harbor,  from  the 
narrows  to  the  sea. 

United  States  Engineer  Office, 

New  York,  N.  Y.,  December  16,  1898. 

General  :  The  Board  of  Engineers,  convened  by  Special  Orders,  No. 
22,  headquarters,  Corps  of  Engineers,  September  12,  1898,  to  consider 
and  report  upon  the  question  of  securing  a  channel  of  adequate  depth 
and  width  to  accommodate  the  commercial  interests  centering  at  the 
port  of  New  York,  have  the  honor  to  submit  the  following  report: 

The  Board  met  pursuant  to  the  call  of  the  senior  member  in  this  city 
December  16  and  carefully  considered  the  reports  and  maps  of  the 
recent  surveys  made  in  accordance  with  the  last  river  and  harbor  act. 

The  deepest  draft  of  steamers  which  now  make  use  of  the  harbor  is 
32  feet,  and  it  is  stated  by  steamship  agents  that  larger  vessels  are 
under  construction,  which  will  draw,  when  loaded,  as  much  as  33  feet. 
A  list  of  deep-draft  vessels  is  appended.  For  vessels  of  this  class  a 
channel  at  least  35  feet  deep  at  mean  low  water  and  2,000  feet  wide 
should  be  provided. 

The  Board  is  further  of  the  opinion  that  the  east  channel  should  be 
the  one  to  be  dredged,  for  the  following  reasons: 

First.  Shorter  distance. — The  course  between  New  York  and  the 
ocean  is  5  miles  less  by  way  of  east  chaunel  than  by  way  of  main 
ship  channel. 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


3 


Second.  Avoiding  sharp  bends. — In  east  channel  the  bends  are  slight. 
Between  the  south  end  of  main  ship  channel  and  west  end  of  Bayside 
Channel  is  a  bend  of  about  115°  in  a  distance  of  0,000  feet.  In  unfa- 
vorable conditions  of  currents,  winds,  and  low  water  it  is  not  easy  for 
a  deep-draft  vessel,  with  keel  near  the  bottom,  to  turn  within  narrow 
limits. 

Third.  Straight  currents. — In  east  channel  the  currents  are  straight, 
or  nearly  so,  as  far  as  observations  show.  In  Gedney  and  Bay  .side 
channels  they  are  about  true,  but  in  main  ship  channel  they  are  cross. 
The  cross  currents,  however,  are  not  strong,  even  at  maximum. 

Tlie  following  estimate  for  a  channel  2,000  feet  wide  and  35  feet  deep 
is  submitted: 

Four  dredges,  at  $200,000  each   $800,  000 

Dredging  33,000,000  cubic  yards,  at  10  cents   3,  300,  000 

Add  for  contingencies  10  per  cent   410,  000 

Total   4,510,000 

The  reported  cost  of  recent  work  of  dredging  at  the  mouth  of  the 
Mersey,  the  entrance  to  Liverpool  Harbor,  is  less  than  this,  but  it  is 
doubtful  if  contractors  in  this  country  will  undertake  the  work  for  less 
than  the  estimated  cost. 

In  view  of  the  construction  of  vessels  of  deeper  draft,  which  diminish 
the  cost  of  transportation,  the  Board  is  of  the  opinion  that  the  proposed 
channel  should  ultimately  be  deepened  to  40  feet,  and  the  following 
estimate  of  cost  is  submitted: 

Four  dredges,  at  $200,000  each   $800,  000 

Dredging  52,800,000  cubic  yards,  at  10  cents   5, 280,  000 

Add  tor  contingencies  10  per  cent   b'08,  000 

Total   6,688,000 

Henry  M.  Robert, 
Colonel,  Corps  of  Engineers. 
O.  W.  Raymond, 
Lieutenant-  Colonel ',  Corps  of  Engineers. 
H.  M.  Adams, 
Major,  Corps  of  Engineers. 

Brig.  Gen.  JoriN  M.  Wilson, 

Chief  of  Engineers,  U.  S.  A. 


Vessels  of  SO  feet  draft  or  over  passing  out  over  Sandy  Hook  Bar,  January  1  to  December 

3,  1S98. 


Name  of  steamahip  line. 


Hamburg- American  Line . 


American  and  Red  Star  Line  , 
White  Star  Line  , 


Name  of  vessel. 


Palatia  

Prel  oria  

Phoenicia  

Pennsylvania . 

Brasilia  

Patria  

Bulgaria  

Southwark  

Cymric  


Number  of  trips. 


30  feet 
draft  or 
over. 


mum 
draft. 


Ft.  in. 

30 


Number  of  vessels. . . 
Number  of  trips  out. 
Maximum  draft  


  9 

  25 

.feet..  32 


H.  Doc.  65  24 


4 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


The  following  steamers  of  estimated  draft  30  feet  or  over  are  reported  building: 
Red  Star  Liue,  2  steamers,  estimated  draft  30  feet  +;  ready  in  1900. 
White  Star  Line,  3  steamers,  estimated  draft  30  feet  +;  ready  in  1899. 
Hamburg-American  Line,  5  steamers,  estimated  draft  30  feet  +;  ready  in  1899. 
Atlantic  Transport  Line,  4  steamers,  estimated  draft  31  feet  to  33  feet;  ready  in 
1899. 

Cuuard  Line,  2  steamers,  estimated  draft  about  30  feet;  ready  in  1899. 


report  of  lieut.  col.  william  ludlow,  corps  of  engineers 
(now  major-general,  united  states  volunteers). 

Engineer  Office,  United  States  Army, 

New  York,  N.  Y.,  April  5,  1898. 

General:  I  have  the  honor  to  submit  the  following  preliminary 
report  of  the  resurvey  of  New  York  Harbor,  made  pursuant  to  the  act 
of  June  3,  1896,  which  called  for  surveys  and  estimates  of  the  cost  of 
obtaining  a  main  ship  channel  from  The  Narrows  to  the  sea,  with  a 
depth  of  35  feet  at  mean  low  water. 

The  late  date  at  which  the  organization  of  the  field  party  was  finally 
effected,  and  the  delay  due  to  unfavorable  weather  during  the  fail 
mouths  into  which  the  survey  was  necessarily  prolonged,  have  made  it 
impracticable  to  procure  the  complete  data  required  for  a  full  discus- 
sion, and  the  pressure  of  other  urgent  matters  requiring  attention  at 
this  time  prevents  making  entire  use  of  the  material  collected.  The 
remaining  information,  however,  principally  borings,  can  be  readily 
supplied  later,  and  is  not  essential  to  the  statement  of  the  cost  of  secur- 
ing the  channel  in  question,  and  the  fuller  report  can  be  hereafter  pre- 
pared in  time  for  incorporation  in  the  next  annual  report. 

For  the  detail  particulars  of  the  survey,  I  beg  to  refer  to  the  accom- 
panying preliminary  report  by  Mr.  Stierle,  assistant  engineer,  who  lias 
had  charge  of  the  work  under  my  direction,  and  whose  prolonged  expe- 
rience in  studies  of  this  kind  lend  value  to  his  statements.  The  accom-  i 
panying  chart  has  been  drawn  on  a  scale  of  1  to  20,000,  and  by  use  of 
colors  for  the  submerge  d  contours  exhibits  clearly  the  hydrographic 
conditions  and  status  of  the  harbor  entrance.  The  width  of  the  open- 
fog  between  Sandy  Hook  and  Coney  Island  is  7  miles,  and  the  green 
contours  of  12  feet  depth,  indicating  the  several  banks  or  shoals  which 
separate  the  oceau  from  Karitau  Bay,  show  the  general  position  of  the 
crest  of  the  main  bar.  This  bar  is  traversed  by  several  channels  of 
varying  nature  and  depth,  which  represent  the  resultants  of  the  numer- 
ous and  complex  hydraulic  and  tidal  conditions  affecting  the  entrance. 

The  Coney  Island  Channel  close  under  the  land  has  all  the  charac- 
teristics of  a  flood  tide  channel;  that  is,  a  channel  mainly  controlled  , 
by  the  action  of  the  flood  current.    These  features  are  the  gradual 
shoaling  of  the  channel  from  the  sea,  and  the  existence  of  a  bar  at  its 
inner  end.    The  14-foot  channel  is  mainly  an  effect  of  the  ebb  tide,  the  [ 
force  of  which  is  lost  soon  after  crossing  the  main  crest  of  the  bar. 

The  east  channel  is  a  well-marked  result  of  the  ebb  current,  and 
carries  to  sea  the  greater  proportion  of  the  outflow  from  the  Upper  Bay 
and  the  Hudson  Kiver  Basin,  through  The  Narrows.  It  is,  in  fact,  the 
old  bed  of  the  Hudson  Kiver,  and  maintains  naturally  a  broad  channel 
of  over  30  feet  depth  for  a  distance  of  4£  miles  below  the  35  foot  contour 
of  the  deep  water  south  of  The  Narrows,  passing  completely  through  the 
main  crest  of  the  bar,  and  leaving  an  interval  of  If  miles  between  the 
lower  or  sea  end  of  the  30-foot  channel  and  the  corresponding  contour 
on  the  ocean  floor.  This  interval  constitutes  the  bar  in  the  east  channel. 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


5 


The  Swash  Channel  is  a  subsidiary  channel  or  cut-off,  lying  between 
the  east  and  Bayside  channels  and  partaking  of  both  ebb  aud  flood 
characteristics.  It  crosses  the  latter  channel  at  a  considerable  angle, 
and  its  natural  prolongation  seaward  is  designated  the  south  channel. 

The  Bayside  Channel  tonus  a  deep  pool  off  the  north  end  of  Sandy 
Hook,  due  mainly  to  the  powerful  outflow  of  the  tidal  prism  of  Raritau 
Bay.  which  is  crowded  southward  by  the  general  ebb  movement  from 
The  Narrows. 

Its  continuation  to  sea  is  by  means  of  the  Gedney  Channel,  which  is 
partly  artificial — that  is,  has  been  deepened  by  dredging.  After  enter- 
ing by  the  Gedney  aud  traversing  the  Bayside  Channel  the  course  of 
essels  bound  for  New  York  is  by  means  of  a  narrow  and  partially  arti- 
ficial channel  northward  from  the  Southwest  Spit  to  the  deep  water 
below  The  Narrows. 

This  last  chanuel  is  at  nearly  right  angles  with  the  general  move- 
ment into  aud  out  of  Raritan  Bay,  aud  in  consequence  of  the  tides  cross- 
ing it  there  is  a  constant  tendency  to  fill,  and  the  full  depth  can  be 
maintained  only  by  dredging 

Between  Southwest  Spit  and  Sandy  Hook  there  is  also  a  marked  and 
general  tendency  to  form  a  bar  obstructing  the  Bayside  Chanuel, 
which  requires  frequent  atteution  from  the  dredge.  This  shoaling  is 
due  to  the  gradual  westward  extension  of  Sandy  Hook  and  the  effect 
of  the  flood  current  sweeping  around  the  point  of  the  Hook  and  depos- 
iting sand  uuder  its  lee. 

At  the  present  time  the  main  ship  channel  enters  the  Gedney,  turns 
the  angle  iuto  the  Bayside.  turns  an  acute  angle  again  around  South- 
west Spit,  aud  thence  goes  northward  to  The  Narrows.  As  is  shown 
by  the  red  contours  of  30  feet  depth,  the  30-foot  channel  is  continuous 
throughout  the  course  indicated,  though  iu  several  places  the  30-foot 
contours  are  less  than  1,000  feet  apart.  The  distance  from  the  35-foot 
contour  below  The  Narrows  to  the  same  contour  at  sea  outside  the  Ged- 
ney is  11^  miles,  the  channel  widths  and  depths  varying  greatly  over 
this  distance,  about  8  miles  of  which,  to  a  greater  or  less  extent,  require 
dredging  for  deepening  and  maintenance. 

When  the  improvement  of  the  New  York  entrance  to  30  feet  at  mean 
low  water  was  undertaken,  iu  1884,  the  original  appropriation  was  spe- 
cifically for  deepening  the  Gedney  Chanuel.  without  prior  report  by  the 
engineers  of  the  War  Department. 

The  Gedney  being  specified  by  the  act,  left  the  choice  of  a  continu- 
ance of  the  deepened  navigation,  either  by  the  Swash  or  by  following 
the  Bayside  to  Southwest  Spit  and  thence  northward.  The  character- 
istics of  the  Swash — its  narrowness  aud  lumpiness,  and  its  close  vicinity 
to  the  Homer,  which  is  the  shoalest  place  on  the  main  crest  of  the  bar — 
discouraged  its  adoption  as  a  main  channel;  and  iu  addition  the  ques- 
tion of  military  defense  and  the  expediency  of  bringing  heavy  vessels 
uuder  the  guns  of  Sandy  Hook  were  considerations  not  without  weight. 

At  this  time,  with  a  new  proposition  to  make  a  35-foot  low-water  navi- 
gation, the  act  does  not  restrict  the  consideration  of  the  general  sub- 
ject of  location,  and  the  important  question  at  the  outset  is  as  to  where 
the  future  channel  should  be  made,  so  as  best  to  meet  requirements, 
conserve  the  interests  concerned,  aud  produce  the  most  advantageous 
results  with  the  least  expenditure  of  time  aud  money  and  the  best 
guarantee  for  future  maintenance. 

There  is  no  question,  in  my  judgment,  that  the  east  channel,  is  in 
nearly  every  respect  the  most  favorable.  It  is  the  natural  main  outlet 
for  the  ebb  tide  through  The  Narrows  and  the  deepest  and  widest 


6 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


natural  channel  across  the  bar.  By  virtue  of  its  powerful  discharge 
and  the  directness  and  uniformity  with  which  the  tidal  currents,  both 
of  ebb  and  How,  traverse  it,  the  east  chanuel  has  always  maintained  its 
natural  superiority  without  artificial  aid,  and  lias  in  fact  poshed  its 
deep  contours  seaward  and  somewhat  deepened  its  passage  over  the  bar 
at  the  outer  end,  notwithstanding  the  artificial  widening  and  deepening 
of  the  main  ship  channel. 

To  open  tins  chanuel  to  the  sea  is  a  comparatively  simple  task,  and  a 
comparison  of  the  quantities  of  dredging  involved  in  deepening  the  east 
channel  to  35  feet,  with  a  width  of  2,000  feet,  and  of  effecting  the  same 
enlargement  of  the  present  ship  channel  shows  a  materially  less  amount 
in  the  former  case,  with  the  advantage  that  most  of  the.diedging  will 
be  done  at  the  outer  end,  near  the  place  of  deposit  at  sea,  and  with  the 
special  advantage  of  greatly  increased  probabilities  of  maintenance,  and 
hence  a  notably  diminished  cost  on  this  account.  I  have,  therefore,  no 
hesitation,  from  the  engineering  and  economic  standpoint,  in  recom- 
mending the  east  channel  as  the  best  location  for  the  main  ship  channel 
of  entrance  to  New  York  Harbor. 

From  the  commercial  standpoint  the  advantages  are  even  more  con- 
spicuous. The  east  channel  is  at  once  the  most  direct,  the  shortest,  and 
the  most  commodious,  and  the  tidal  currents,  both  ebb  and  Hood,  run 
true.  The  distance  between  the  35  foot  contours,  inside  and  outside,  is 
miles— 5  miles  less  than  by  the  present  ship  channel.  The  straight 
axis  of  4  miles  of  its  sea  end,  as  drawn  on  the  chart,  can  be  marked  by 
a  light-house  on  its  prolongation  on  West  Bank,  and  the  subsidiary 
lighting  would  offer  no  difficulty.  The  upper  entrance  is  given  a  fun- 
nel shape,  enlarging  by  a  gradual  curve  from  the  straight  portion  2,000 
feet  wide  into  the  deep-water  section  above,  with  a  width  of  over  4,000 


The  total  quantity  to  be  dredged  from  the  east  channel  to  make  a 
channel  2,000  feet  wide  and  35  feet  deep  at  mean  low  water,  including 
allowances  of  1  foot  overdepth,  side  slopes  of  10  to  1,  and  25  per  cent 
added  for  difference  between  scow  and  place  measurement  and  for  the 
wash  and  tilling  in  during  construction,  is  29,100,000  cubic  yards.  The 
material  is  sand,  gravel,  aud  mud,  all  readily  dredged  by  pumping. 
These  materials,  with  suitable  appliances,  have  been  removed  and 
deposited  at  from  3|  to  7  cents,  according  to  circumstances. 

In  the  case  of  New  York  Bar  the  dredging  steamer  deepened  the 
Gedney  Chanuel  at  a  cost  of  about  5  cents,  the  work  on  the  interior 
channels  costing  about  twice  that.  I  have  therefore  used  7J  cents,  with 
10  per  cent  added  for  contingencies,  as  a  reliable  unit  price  for  the  east 
channel  work  on  the  scale  in  question. 

For  the  construction  of  the  channel  powerful  dredges  are  desirable, 
both  for  economy  and  expedition,  and  I  have  allowed  for  four  of  these, 
which  would  make  the  channel  completely  in  from  two  and  one  half  to 
three  years,  and  by  reason  of  the  greater  natural  depth  of  the  north 
half  of  the  channel  as  designed  could  open  it  for  a  width  of  1 ,000  feet 
and  depth  of  35  feet  in  about  one  and  one-fourth  years. 

The  estimate  therefore  stands  as  follows: 

Dredging  29,100,000  cubic  yards,  at  7J  cents   $2,  182,  500 


feet. 


Contingencies,  10  per  cent 


218,  250 


4  pump  dredges,  at  $200,000 


2,  400,  750 
800,  000 


Total 


3, 200,  750 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


7 


This  sum  represents  estimated  net  cost  at  prices  that  are  ample  to 
cover  all  expenditures.  If  the  work  be  given  out  at  contract  an  increase 
of  about  20  per  cent  should  be  allowed,  and  the  total  would  be 
$3,840,900. 

If  the  United  States  do  the  work  the  contractors' profit  will  be  saved, 
and  the  dredges  will  remain  public  property.  Upon  completion  of  the 
channel  one  of  the  four  could  be  retained  for  maintenance  and  the 
remaining  three  assigned  to  other  work. 

An  incidental  advantage  of  opeuing  the  east  channel  would  be  the 
freedom  from  interference  by  vessels,  as  the  present  ship  channel  would 
be  maintained  while  work  was  in  progress  in  the  east  channel.  As 
heretofore  indicated,  all  the  circumstances  favor  the  east  channel  with 
the  exception  possibly  of  the  military  defense  question. 

The  east  channel  lies  about  midway  between  Coney  Island  and  Sandy 
Hook,  and  is  therefore,  on  the  average,  about  3i  miles  distant  from 
either — range  fully  within  reach  of  modern  ordnance,  but  somewhat 
greater  than  has  been  regarded  desirable  in  connection  with  torpedo 
defense  and  the  protection  of  the  torpedo  fields  from  interference. 
But  this  objection  can  be  met  by  special  means,  and  it  is  quite  likely 
in  any  case  that  the  Bomer  may  be  occupied  hereafter  by  a  suitable 
armament,  when  the  objection  would  be  entirely  relieved.  Further- 
more, as  a  general  proposition,  since  hostilities  are  abnormal  and  excep- 
tional and  commerce  is  habitual  and  constant,  it  seems  evident  tliat 
iu  an  instance  such  as  the  most  important  and  valuable  harbor  in  the 
country,  the  maintenance  of  whose  commerce  is  vital,  the  dispositions 
as  to  the  channels  of  entrance  and  exit  should  be  such  as  to  facilitate 
to  the  utmost  the  movements  and  security  of  shipping,  even  if  some 
disadvantage  should  accrue  to  the  details  of  a  military  defense. 
Your  obedient  servant, 

William  Ludlow, 
Lieutenant- Colonel,  Corps  of  Engineers. 

Brig.  Gen.  John  M.  Wilson, 

Chief  of  Engineers,  U.  S.  A. 

[First  indorsement.] 

Office  Chief  of  Engineers, 

U.  S.  Army, 

September  6,  1898. 

Respectfully  submitted  to  the  Secretary  of  War. 

The  river  and  harbor  act  of  June  3, 1896,  provides  for  survey  of  New 
York  Harbor  from  The  Narrows  to  the  sea,  with  a  view  of  obtaining  35 
feet  at  mean  low-water  mark,  and  under  this  provision  of  law  a  report 
aud  estimate  prepared  in  January,  1897,  by  Col.  G.  L.  Gillespie,  Corps 
of  Engineers,  the  officer  then  in  local  charge  of  improvement  of  New 
York  Harbor,  was  submitted  to  Congress,  and  is  priuted  in  House  Doc. 
No.  243,  Fifty-fourth  Congress,  secoud  session,  and  in  the  Annual  Beport 
of  the  Chief  ot  Engineers  for  1897,  pages  1053  et  seq. 

After  this  report  was  presented  it  was  thought  advisable  that  the 
creation  of  a  new  channel,  differing  in  location  from  that  now  in  use, 
and  other  portious  of  the  subject  should  have  some  further  considera- 
tion, and  Lieut.  Col.  Wm.  Ludlow,  Corps  of  Engineers,  the  successor  of 
Colonel  Gillespie,  prepared  and  submitted  the  within  report  of  the 
results  of  a  survey  of  the  locality  mentioned. 

The  question  of  securing  a  channel  of  adequate  depth  and  width  to 
accommodate  the  vast  commercial  interests  centering  at  the  principal 


8 


EAST  CHANNEL,  NEW  YOKK  HARBOR. 


port  of  the  United  States  is  one  of  paramount  importance,  and  while 
it  is  questionable  whether,  in  view  of  the  provisions  of  section  4  of  tlie 
river  and  harbor  act  of  June  3,  1896,  this  second  report  on  the  subject 
of  the  survey  mentioned  can  be  properly  submitted  to  Congress  with- 
out further  legislative  action,  it  is  certainly  desirable  that  this  office 
be  in  possession  of  all  important  and  available  data  respecting  the 
channel  approach  to  the  city  of  New  York,  and  in  my  judgment  the 
matter  should  receive  the  careful  consideration  of  a  Board  of  Engineer 
Officers  in  order  that  the  fullest  attainable  information  may  be  access- 
ible to  the  committees  of  Congress. 

I  have  the  hotior  therefore  to  recommend  that  these  papers  be  referred 
to  such  a  board  for  consideration  and  report,  the  board  to  consist  of 
Col.  H.  M.  Robert,  Corps  of  Engineers;  Lieut.  Col.  C.  W.  Raymond, 
Corps  of  Engineers,  and  Maj.  H.  M.  Adams,  Corps  of  Engineers. 

With  the  sanction  of  the  Secretary  the  order  constituting  the  board 
will  be  issued  by  his  direction  from  this  office. 

John  M.  Wilson, 
Brig.  Gen.,  Chief  of  Engineers, 

U.  S.  Army. 

[Second  indorsement.] 

War  Department, 

September  8,  1898. 
Approved  as  recommended  by  the  Chief  of  Engineers. 
By  order  of  the  Secretary  of  War : 

John  Tweed  ale, 

Chief  Clerk. 

•[Third  indorsement.] 

Office  Chief  of  Engineers, 
U.  S.  Army, 
September  13,  1898. 

Respectfully  referred  to  Col.  Henry  M.  Robert,  Corps  of  Engineers, 
for  consideration  and  report  by  the  Board  of  Engineers  constituted  by 
Special  Orders,  No.  22,  headquarters,  Corps  of  Engineers,  September  12, 
1898,  of  which  he  is  the  senior  member. 

The  Board  is  authorized  to  call  upon  the  local  officer  for  any  previous 
reports  it  may  desire  or  for  any  additional  information  deemed  neces- 
sary, and  the  expenses  of  the  Board  will  be  paid  by  Maj.  II.  M.  Adams 
from  appropriation  for  improving  New  York  Harbor,  New  York. 

It  is  desired  that  this  subject  receive  that  thoughtful  and  careful 
consideration  which  its  importance  demands,  and  that  the  report  of  the 
Board  be  submitted  at  the  earliest  practicable  date  consistent  with 
the  other  duties  devolving  upon  the  members  of  the  Board,  and  with 
proper  consideration  of  the  important  questions  involved. 

By  command  of  Brigadier-General  Wilson: 

A.  Mackenzie, 
Lieutenant-Colonel,  Corps  of  Engineers. 

[Fourth  indorsement.] 

Army  Building, 
New  York  City,  December  17,  1898. 
Respectfully  returned  to  the  Chief  of  Engineers,  inviting  attention 
to  inclosed  report  of  this  date. 

Henry  M.  Robert. 
Colonel,  Corps  of  Engineers. 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


9 


report  of  assistant  engineer  a.  stierle. 

Engineer  Office,  United  States  Army, 

New  York,  N.  T.,  March  31,  1898. 

Sir:  I  have  the  honor  to  submit  the  following  preliminary  report  upon  the  survey 
of  New  York  Harbor  from  The  Narrows  to  the  sea,  with  a  view  of  obtaining  35  feet 
at  mean  low  water,  which  was  made  under  your  direction : 

The  organization  of  the  held  party  was  completed  about  July  1,  pursuant  to 
authorization  by  the  Chief  of  Engineers,  dated  June  28,  and  after  the  necessary 
preparations  had  been  made,  such  as  chartering  boats,  erecting  tide  gauges,  etc., 
active  operations  were  begun  on  July  7. 

The  information  to  be  brought  out  by  the  survey  was  to  embody  principally  all 
changes,  if  any,  in  the  hydrography  between  The  Narrows  and  the  40-foot  contour 
outside  the  bar;  the  prevailing  direction  of  the  tidal  wave  and  its  rate  of  propaga- 
tion by  tidal  observations  at  several  poiuts;  the  direction  and  volume  of  currents 
across  the  bar;  all  changes  in  the  shore  lines  adjacent  to  the  bar,  Sandy  Hook,  and 
Coney  Island,  respectively;  and  the  determination  of  the  character  of  the  bottom 
by  borings  aloag  and  in  the  vicinity  of  the  east  channel. 

As  the  season  most  favorable  for  such  work  was  already  well  advanced,  it  required 
unremitting  attention  to  make  the  best  use  of  the  time  remaining  before  rough 
weather  should  set  in.  The  progress  of  the  survey  was  further  delayed  by  frequent 
squalls  during  the  summer  and  a  series  of  windy  days  during  the  fall,  so  that  not 
until  December  1  was  the  work  sufficiently  advanced  to  permit  of  disbanding  the 
held  party. 

The  data  obtained  by  the  survey  are  less  complete  than  is  desirable,  especially 
those  relating  to  current  observations  and  borings,  which,  however,  can  be  supple- 
mented later.  Meanwhile  it  is  of  importance  to  embody  in  the  present  report  all 
such  observations  and  deductions  noted  since  the  recent  chart  has  been  plotted 
which  are  of  general  interest  and  which  will  directly  affect  proposed  improvements. 

The  area  covered  by  the  survey  extended  eastward  to  about  the  meridian  of  Rock- 
away  Inlet:  westward  to  include  Old  Orchard  Shoal,  the  West  Bank,  and  The  Nar- 
rows; southward,  in  the  bay  as  well  as  offshore,  to  the  latitude  of  Horseshoe  Cove, 
Sandy  Hook,  and  northward  to  The  Narrows,  a  total  of  about  80  square  miles. 
Soundings  were  first  taken  over  the  whole  ground  along  lines  running  as  nearly  as 
practicable  east  and  west  and  north  and  south,  followed  later  by  special  examina- 
tions of  each  channel,  with  the  number  of  soundings  greatly  increased  and  the 
courses  of  the  boat  held  closer  together.  In  all,  18,000  soundings  were  taken,  and  as 
every  alternate  one  was  located  by  two  sextant  angles,  the  number  of  angles  observed 
is  about  the  same.  For  reduction  to  mean  low  water  the  established  plane  at  the 
engineer  wharf  at  Sandy  Hook  was  used,  to  which  also  all  other  tide  gauges  set  up 
iu  the  upper  part  of  the  bay  were  referred,  proper  cognizance  being  taken  at  certain 
stages  of  the  tide,  particularly  during  the  ebb,  of  the  prevailing  slope. 

Shortly  after  the  survey  was  begun  certain  members  of  the  field  force  were  detailed 
for  special  work  on  shore  during  days  too  unfavorable  for  work  on  the  water.  This 
party  succeeded  before  the  season  was  over  in  making  a  complete  detailed  survey  of 
the  portion  of  Sandy  Hook  situated  north  of  Horseshoe  Cove,  and  of  the  entire 
south  shore,  including  adjacent  topography,  of  Coney  Island. 

A  chart  embodying  the  results  has  been  plotted  to  a  scale  of  1:20,000 — the  same 
scale  as  that  of  the  survey  of  1884,  to  permit  of  an  easy  comparison.  This  informa- 
tion was  subsequently  enlarged  in  part  to  a  scale  1:5,000  for  special  purposes,  the 
reductions,  each  on  a  separate  sheet,  covering  the  whole  of  the  east  channel,  the 
northwest  shoal  iu  Bayside  Channel,  the  so-called  Coney  Island  Channel,  and 
the  hydrography  around  the  northern  part  of  Sandy  Hook.  Detailed  maps  of  the 
surveys  of  Sandy  Hook  and  Coney  Island  were  also  plotted  upon  the  same  scale — 
1:5,000. 

Continuous  tidal  observations  were  made  throughout  the  survey  at  Horseshoe 
Cove,  Sandy  Hook,  aud  Fort  Hamilton,  the  registering  being  done  by  automatic 
tide  gauges.  These  observations  are  still  continued.  A  tide  record  was  also  kept 
at  Old  Orchard  Shoal  Light-house  for  three  months,  and  occasionally  at  the  engineer 
wharf,  Sandy  Hook,  at  Norton  Point,  Coney  Island,  and  at  Swinburn  Island.  The 
notes  have  been  compiled  and  are  now  in  preparation  to  be  tabulated.  They  have 
received  a  valuable  addition,  covering  the  period  of  our  observations,  in  the  records 
of  an  automatic  tide  gauge  at  the  United  States  light-house  depot,  Staten  Island. 

Comparing  the  present  chart  witli  that  of  1884,  a  tendency  to  shoaling  is  shown 
by  the  soundings  along  the  west  side  of  the  main  ship  channel  north  of  Southwest 
Spit.  There  are  unmistakable  indications  that  the  shoal  in  the  Bayside  Channel 
northwest  from  Sandy  Hook  is  re-forming,  the  width  of  the  dredged  channel  having 
been  reduced  and  the  depth  diminished  since  dredging  was  suspended  in  1895. 
Considerable  shoaling  has  taken  place  on  the  west  side  of  the  point  of  Sandy  Hook, 
due  to  a  westerly  extension  amounting  to  1,270  feet  since  1884.    There  is  apparently 


10 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


a  tendency  to  connect  with  the  northwest  shoal,  and  thence  with  Southwest  Spit 
across  the  present  main  channel.  The  Gedney  Channel  seems  to  have  fairly  main- 
tained its  depth.  The  shoal  called  the  False  Hook,  outside  .Sandy  Hook,  has  deep- 
ened. False  Hook  Channel,  however,  remains  the  same.  The  Romer  Shoal  and 
Swash  Channel  show  only  slight  changes,  confined  to  locally  small  areas.  The  east 
channel  deepened  at  the  outer  end  near  the  bar  and  over  the  latter.  The  crest  of 
the  east  bank,  and,  in  fact,  those  of  all  shoals  north  of  the  oast  channel  up  to  the 
Coney  Island  shore,  show  more  water  than  formerly,  but  have  shifted  southward. 
The  middle  portion  of  Fourteen-foot  Channel  has  shoaled  and  also  moved  southward. 
In  the  deep-water  pocket  between  Rockaway  Inlet  and  the  east  bank  all  contours 
deeper  than  18  feet  have  moved  out  considerably;  in  some  places,  where  over  ten 
years  ago  the  depth  was  30  feet  at  mean  low  water,  it  is  now  only  20  feet.  This 
change  maybe  directly  attributed  to  the  enormous  quantities  of  city  refuse  being 
dumped  in  this  vicinity. 

The  western  end  of  Coney  Island  has  extended  westward  about  280  feet  since 
1884,  but  in  other  respects  the  Coney  Island  Channel  is  substantially  unchanged. 

Curreut  observations  were  made  during  the  few  calm  days  that  occurred  while 
the  survey  was  in  progress  opposite  Gravesend  Bay,  near  eastern  side  of  the  main 
channel,  in  the  Coney  Island  Channel,  in  the  east  channel,  and  in  the  main  ship 
channel  opposite  Sandy  Hook.  The  observations  were  carried  on  in  each  case 
throughout  a  full  run  of  a  tide  with  submerged  floats  suspended  at  middepth.  The 
results  were  subsequently  reduced  to  a  mean  stage  of  the  tide,  and  from  these, 
together  with  observations  made  by  the  Engineer  Department  and  the  Coast  Survey 
on  previous  occasions  at  other  points,  the  mean  velocity  of  both  Hood  and  ebb  cur- 
rent for  each  channel  was  determined.  The  cross  sections  of  the  channels  were 
measured  along  a  line  joining  the  shoalest  points  of  the  adjacent  bars.  It  was  found 
that  during  the  ebb  current — the  one  which  principally  forms  the  channels — the 
east  channel  has  the  greatest  mean  velocity,  viz,  1.91  feet  per  second,  and  that  the 
Bayside  Channel  is  next,  with  a  mean  velocity  of  1.63  feet  per  second.  The  mean 
velocity  during  flood  is  slightly  larger  in  the  last-named  channel  than  in  the  east 
channel,  being,  respectively,  1.70  and  1.65  feet  per  second.  The  velocity  curves 
were  plotted  upon  one  sheet,  together  with  a  tidal  curve  representing  the  mean  rise 
and  fall  of  the  tide  at  Sandy  Hook.  This  diagram  shows  the  velocity  in  any  chan- 
nel at  any  moment  with  reference  to  the  stage  of  a  normal  tide  at  Saudy  Hook,  and 
illustrates  the  momentum,  gained  by  a  free  movement,  of  the  ebb  and  flood  currents 
in  the  east  channel,  both  continuing  for  a  considerable  period  after  the  currents  in 
the  channels  have  become  slack. 

It  would  be  well  to  supplement  these  current  observations  with  an  additional 
series  taken  in  the  fourteen-foot  Channel,  and  probably  in  the  two  subsidiary  channels 
just  north  of  it,  as  without  these  no  accurate  estimate  of  the  whole  discharge  over  the 
bar  can  be  made.  The  Coast  Survey*  estimated  the  total  discharge  in  1858  at 
27,663,000,000  cubic  feet,  modified  in  1872  to  26,756,000,000  cubic  feet,  which  estimate 
included  the  tidal  prism  of  Newark  and  Raritan  bays  and  the  Kills,  and  the  Hudson 
and  part  of  East  River.  Adopting  for  comparison  27,000,000,000  as  a  basis,  the  gap 
in  our  observations  can  be  easily  filled,  and  the  resulting  discharge,  expressed  in 
percentage  of  the  whole,  is  as  follows :  Main  ship  (Bayside)  channel,  ebb,  19  per  cent; 
flood,  22  per  cent;  east  channel,  ebb,  26  per  cent;  flood,  2-1  per  cent. 

As  directed,  I  have  made  an  estimate  of  the  amount  of  material  to  be  removed 
from  the  east  channel,  based  upon  data  of  the  recent  survey,  for  a  channel  2,000  feet 
wide  and  35  feet  deep  at  mean  low  water  along  the  lines  shown  on  the  accompany- 
ing chart.  The  net  amount  of  the  prism  in  place,  inclusive  of  1  foot  overdepth  and 
side  slopes  of  1  to  10,  is  23,2(56,240  cubic  yards.  Adding  25  per  cent  for  filling  in  of 
material  from  the  adjacent  shoals  during  the  progress  of  dredging  or  during  tempo- 
rary stoppages  of  the  work,  and  for  increase  in  bulk  to  reduce  to  scow  measurement, 
the  gross  amount  of  matei'ial  to  be  removed  is  29,100,000  cubic  yards. 

The  material  at  the  outer  end  of  the  channel,  where  the  deepest  cutting  is  to  be 
done,  consists  of  sand  and  gravel,  in  places  mixed  with  mud;  within  the  channel 
inside  the  bar  it  is  mostly  mud  and  sand.  These  characteristics  of  the  bot  tom  were 
ascertained  by  soundings  with  the  water  jet,  extending  at  several  points  to  a  depth 
of  40  feet  below  mean  low  water.  The  material  to  be  dredged  can  be  readily 
removed  with  suction  dredges. 

For  the  past  five  years  a  suction  dredge  of  improved  type  has  been  at  work  on  the 
Mersey  Bar,  England,  having  an  average  working  capacity  of  about  1,000  cubic 
yards  per  hour,  including  the  time,  occupied  in  transporting  and  unloading  the 
dredged  material.  On  one  occasion  the  rate  per  hour  has  been  1,325  cubic  yards. 
Allowing  that  throughout  the  year  one  third  of  each  month,  on  an  average,  is  lost  by 
bad  weather,  it  would  require  one  such  dredge  about  ten  and  one-half  years  to  com- 
plete a  35-foot  channel.    This  time  could  of  course  be  materially  reduced  by  using 


»  Report  for  1871,  p.  110;  ibid,  for  1886,  Appendix  13. 


EAST  CHANNEL,  NEW  YORK  HARBOR. 


11 


i 


more  powerful  dredges  on  the  work  and  more  of  them.  The  prism  of  the  northern 
half  of  the  proposed  channel  is  ahout  18  per  cent  smaller  in  cubical  contents  than 
that  south  of  the  axis.  There  should  be  no 'difficulty  in  opening  that  half  of  the 
channel  for  its  full  width  of  1,000  feet  and  to  a  depth  of  35  feet  at  mean  low  water 
within  five  years  if  a  single  dredge  of  the  capacity  described  above  is  put  to  work 
therein,  or,  with  a  full  force  of  four  machiues,  within  one  and  one-quarter  years. 

Estimate  of  cost  of  proposed  new  channel,  2,000  feet  wide  and  35  feet  deep  at  mean  low 
water,  following  the  direction  of  the  present  east  channel. 

Dredging  29,100,000  cubic  yards,  at  7*  cents   $2, 182,  500 


Contingencies,  10  per  cent 


218,  250 


Cost  of  four  dredges,  at  $200,000  each 


2,  400,  750 
800,  000 


Total 


3,  200,  750 


Very  respectfully,  your  obedient  servant, 

Lieut.  Col.  William  Ludlow, 

Corps  of  Engineers. 


A.  Stierle,  Assistant  Engineer. 


o 


Avery  Architectural  and  Fine  Arts  Library- 
Gift  of  Seymour  B.  Durst  Old  York  Library 


